Track-laying machine.



J. H. WHITE & E. N. BARTHELEMY.

TRACK LAYING MACHINE. APPLICATION FILED JAN. 26, 1911.

Patented Mar. 5, 1912.

B SHEETS-SHEET 1.

COLUMBIA J. H. WHITE & E. N. BARTHBLEMY.

TRAGK LAYING MACHINE.

APPLICATION FILED JAN126, 1911.

Patentd Mar. 5, 1912.

8 SHEETS-SHEET 2.

COLUMBIA PLANOGRAPH CO.. WASHINGTON. u. c.

J. H. WHITE a; E. N. BARTHELEMY. TRAGKYLAYIING MACHINE.

APPLIGATIONFILED JAN. 26, 1911.

Patented Mar. 5, 1912.

8 SHEETS-SHEET 3.

@EEQE COLUMBIA FLANDGRAPH COHWASHINDTON. BIC

J. H. WHITE & E. N. BART'HELEMY.

TRACK LAYING MACHINE.

APPLICATION FILED AN. 2s 1911 Patented Mar. 5, 1912.

S,SHEETSSHEET 4.

J. H. WHITE & E. N.- BARTHELEMY. TRACK LAYING MACHINE.

APPLICATION FILED JAN. 26, 1911. 1,019,395. Patented Mar. 5, 1912.

8 SHEETS-SHEET 5.

J. H. WHITE & E. N. BARTHELEM Y.

TRACK LAYING MACHINE.

APPLICATION TILED JAN. 26,1911.

Patented Man-5, 1912.

8 SHEETS-SHEET 8.

M076, M2 Maia. Wm

J. H. WHITE & E. N. BARTHELEMY.

, TRACK LAYING MACHINE.

APPLIUATION FILED JAN.26,1911. 1,019,395, Patented Man-5,191.2.

8 SHEETSr-SHEBT 7.

COLUMBIA PLANOGRAIH (DU-,WASIHNGTON. D. c,

J. H. WHITE & E. N. BARTHELEMY.

TRACK LAYING MAGHINE.

APPLICATION FILED JAILZG, 1911.

Patented M21125, 1912.

B SHEETS-SHEET 8.

QDLUMBL EMNOGRAPH 00-. WASHINGTON D. C.

nrrnn STATES PATENT OFFICE.

JOHN H. WHITE AND EDWARD N. BARTHE LEMY, OF FOLEY, MINNESOTA, ASSIGNOBS,

BY DIRECT AND MESNE ASSIGNMENTS, OF TWO-THIRDS TO SAID BAR'IHE'LEMY ANDONE-THIRD TO OASIMIR J'. GALARNEA'ULT, OF FOLEY, MINNESOTA.

TRACK-LAYING MACHINE.

orases.

Specification of Letters Patent.

Patented Mar. 5, 1912.

Application filed January 26, 1911. Serial No. 604,735.

To all whom it may concern:

Be it known that we, JOHN H. WHITE and EDWARD N. BARTHELEMY, citizens ofthe United States, residing at Foley, in the county of Benton and Stateof Minnesota, have invented certain new and useful Improvements inTrack-Laying Machines; and we do hereby declare the following to be afull, clear, and exact description of the invention, such as will enableothers skilled in the art to which it appertains to make and use thesame.

This invention has for its object to provide an improved track layingmachine and is especially designed as an improvement on that type oftrack laying machine disclosed and broadly claimed in U. S. LettersPatent No. 931,166, issued of date, August 17, 1909, to John R. White.

Generally stated, the invention consists of the novel devices andcombinations of devices hereinafter described and defined in the claims.

In the present machine, so-called, as well as in the machine of the saidprior patent, all of the cars of the track laying train are providedwith a tie tramway extending along one side thereof, and with a railtramway extending along the other side thereof. As shown, the tietramway is on the righthand side of the train and the rail tramway is onthe lefthand side of the train. These tramways are built in sectionscarried by the cars, so that the cars can be properly coupled together.The driving connections for the rollers or movable carriers of thetramways are flexibly connected between the cars, so as to permit thetrain to travel or stand on a curve without interfering with theoperating connections of the machine.

The front or advance car is designated as the pioneer car and thispioneer car is provided with a forwardly extended delivery frame thatoverlies the roadbed and is provided with mechanism of novelconstruction for delivering the ties transversely of the roadbedsubstantially in the positions in which they are to be laid. The pioneercar also carries a rail delivering crane of novel construction, by meansof which the rails may be properly laid on the ties and abutted againstpreviously laid rails.

In the accompanying drawings which illustrate the invention, likecharacters indicate like parts throughout the several views.

Referring to the drawings, Figure 1 is a view in side elevation, chieflyin diagram, showing the track laying train; Fig. 2 is a plan view of thepioneer car and mechanism carried thereby,some parts being removed; Fig.3 is a right side elevation of the pioneer car and mechanism carriedthereby, some parts being removed; Fig. 4 is a detail view in rearelevation, showing parts in the vicinity of the line marked w* 1: ofFig. 3; Fig. 5 is a side elevation, with some parts broken away and someparts removed, showing the frame of the pioneer car and illustrating,particularly, certain parts removed from Figs. 1, 2 and 3, in order toavoid confusion in the multiplicity of parts; Fig. 6 is a plan view ofthe parts shown in Fig. 5, some parts being broken away and some partsbeing sectioned; Fig. 7 is a fragmentary view showing in plan and on alarger scale than in Figs. 5 and 6, the driv mg and controllingmechanism for the va- I rious engine driven operating shafts; Fig. 8

is a transverse section taken approximately on the line a m of Fig. 7Fig. 9 is a view in side elevation, with some parts broken away and someparts in section, showing, in detail, the construction of the raildelivering crane; Figs. 10 and 11 are enlarged sections taken,respectively, on the lines 00 00 and 00 x of Fig. 9; Fig. 12 is a frontend elevation showing the automatic tie discharging device; Fig. 13 isan enlarged transverse section taken on the line 00 w of Fig. 12; Fig.14 is a detail in section on the line a? w of Fig. 13; Fig. 15 is asection taken on the line 10 m of Fig. 12; Fig. 16 is a side elevationshowing one of the so-called working cars; Fig. 17 is a transversesection taken on the line :0 as of Fig. 16; Fig. 18 is a detail insection on the line 92 00 of Fig. 16; and Fig. 19 is a detail in sectiontaken on the line 00 00 of Fig. 6.

Referring particularly to Fig. 1, but also to other views, the numeral 1represents the In Fig. 1 a section of laid track is shown and thereinthe laid ties are indicated by the numeral 64 and the laid rails by thenumeral 5 The cars and the engine of the train are coupled together inthe usual way. On the pioneer car 1 is an engine 4: which may either bean explosive engine or steam engine, in which latter case the enginewill be driven by steam supplied from the locomotive boiler throughsuitable connections not shown.

The numerals 5 and 6 represent, respectively, tramway frames for therails and for the ties, the said frames being of the same length as thetrain elements to which they are attached. These frames, at their abutting ends, are preferably connected by hinged joints 7 having detachablepins, permitting the sections to be uncoupled. The tramway frames 5 and6 of thepioneer car may be and preferably are rigidly or permanentlyapplied thereto. At their ends, the tramway frames 5 and 6 of theworking cars are preferably supported by block and tackle devices 8attached at their lower ends to hanger yokes 9 and at their upper endsto hanger stakes 10. The said hanger yokes 9 are shown as attached tothe respective frames 5 and 6, by hooks 11, and the stakes car and onthe working cars.

10, at their lower ends, are detachably mounted in suitable stakepockets or seats formed therefor in suitable bearings on the severalworking cars, to-wit, on the pioneer As shown, the stakes 10 areprovided with rigidlysecured projecting arms 12 that engage the outersides of the tramway frames 5 and 6 and hold the same against lateraloutward swinging movements.

The so-called rail and tie delivery frame, which is carried by thepioneer car and projects in front of the same, is made up chiefly of twomain elements 5 and 6*. The element 5 is substantially a duplication ofone of the tramway frames 5 for the delivery of rails, and the element 6is approximately a duplication of one of the tramway frames 6, for-thedelivery of the ties. These tramway frames 5 and 6 are connected to thefront ends of the tramways 5 and 6 on the pioneer car, by flexible hingejoints 13, that permit limited swinging movements of the said elements 5and 6 both laterally-and Vertically. The frame 5 is approximatelyhorizontal, while the frame 6 rises toward its delivery end, as bestshown in Fig. 3. The front ends of the said two frames 5 and 6 are tiedtogether by an upright skeleton cross frame 14, shown in Figs. 1, 2, 3and 12. It may be here stated that there will be sufficient spring tothis tie frame 14 to permit the desired lateral swinging movements ofthe delivery ends of the frames 5 and 6 necessary to position the sameproperly over the roadbed in laying track on a curve. The upper sideportions of the tie frame 14 is connected to the front ends of guy rods15, the rear upper ends of which are attached to the upper end of apedestal frame 16, the lower end of which is mounted on the front end ofthe pioneer car 1 in such manner that the said frame 16 may beoscillated slightly forward and rearward. The guy rods 15 support thedelivery ends of the tramway frames 5 and 6 and the latter is heldin thedesired upright position and is adapted to be adjusted forwardly orrearwardly at its upward end, so as to slightly raise or lower thedelivery ends of the said frames 5 and 6, by means of heavy cables orguy ropes 17 These cables 17, at their front ends, are attached to theupper end of the pedestal frame 16 and at their rear ends are secured toWindlass drums 18 of a Windlass shaft 19 mounted in suitable bearings onthe rear portion of the pioneer car 1. As shown, the Windlass drum 19 isarranged to be driven and held where set, by power supplied from theengine 4: through a countershaft 20 (see Figs. 5, 6 and 19), wherein aworm 21 on the extreme rear end of the said shaft 20 is engaged with aworm gear 22 on the said'windlass shaft 19.

The lower portions of the sides of the tie frame 14 are connected to thefront ends of a pair of transversely crossed straining cables 23 thatare passed through suitable guides 24 (see Figs. 2 and 3), on the upperportion of the pedestal frame 16, and the lower ends of which areattached to and reversely wound upon a Windlass shaft or drum 25 mountedin suitable bearings on the lower portion of the said frame 16. ThisWindlass drum 25, at one end, (see Fig. 4) is provided with a worm gear26 that is engaged by a worm 27 carried by a hand-operated crank 28mounted in suitable bearings on the pedestal frame 16. The crossedcables 23 and drum 25 afford means for effecting the angular or lateralmovements of the delivery ends of the tramway frames 5 and 6 itbeingobvious that when the drum 25 is rotated in either direction, one of thecables 23 will be wound thereon while the other will be unwoundtherefrom. The worm and gear 2726 serve to lock the drum 25 and, hence,the delivery ends of the tramway frames 5 and 6 in any adjustment inwhich they may be set.

Each of the rail conveying tramway frames 5-5 is provided with amultiplicity of rail carrying rollers 29, and each of the tie carryingtramway frames 66 is provided with a multiplicity of sprocket equippedshafts 30, the sprockets of which are arranged in laterally spaced pairsand over which latter tie carrying sprocket chains 31 are arranged torun. At suitable intervals, the links of the cooperating laterallyspaced pairs of chains 31 are connected 33 that mesh with miter gears 34carried by driving shafts 35. The shafts 35 are mounted in suitablehearings on the cooperating tramway frames 5-5 and 66 joints between thesaid frames, they are detachably connected by slightly extensibleknuckle joint connections 36.

Mounted in suitable portion of the pioneer car 1 1s a transversecountershaft 37, which at its ends carries sprockets 38 (see Figs. 2, 5and 6). Sprocket chains 39 run over the sprockets 38 and over lowersprockets 10 secured one to the,

inwardly projected end of one of the sprocket equipped shafts 30 and theother to the inwardly projected end of the shaft of one of the rollers29. At its intermediate portion, the countershaft 37 carries a mitergear 41 that meshes with a miter gear 4L2 on the front end of a longlongitudinally extended main driving shaft i3 mounted in suitablebearings on the car 1 and which, as shown, is connected at its rear endto the crank shaft of the engine 4:.

The countershaft 37 is made in three sections, towit, an intermediatesection and end sections, and its end sections are adapted to beconnected to its intermediate section, at will, preferably by frictionclutches 4:4 and 15 operated, respectively, by shorter levers 46 and 47(see particularly Fig. 6). With these connections, when the engine is inaction, the rail delivering rollers 27 may be thrown into action atwill, by manipulation of the clutch ts through the lever 16, and the tiedelivering chains may bethrown into action at will by manipulation ofthe clutch 15 through the lever l7. The levers 1-.7 are shown as pivotedto supports a8 on the pioneer car 1.

Fig. 18 illustrates a device which may be detachably applied to theintermediate portions of the sides of the working cars 3, to preventsagging of the intermediate portions of the tramway frames 5 and 6. Thisdevice, as shown, comprises a U-shaped bracket 49, one arm of which isdetachably connected at 50 to the side of the car. This bracket 50 maybe readily removed whenever it is desired to drop down or remove eitherof the tramway frames 5 or 6..

The ties carried to the elevated delivery end of the tramway frame 6therefrom and deposited on the roadbed transversely thereofapproximately in position for the application of the rails thereto, bymeans of a so-called tie dropper of novel construction. This improvedtie dropper is in the form of an inclined discharge spout 51 (seeparticularly Figs. 1, 2, 3, and 12 to 14, inclusive), and at its upperend it is and at the v struc-ted, is made up bearings on the frontposition between a cam lug are discharged connected to the upper end ofthe tramway frame 6 by a hinged joint 52, and at its lower end it isprovided with an extended bottom board 53 that is pivotally connected bya bolt 54. toan extended end portion of the tramway frame 5 (see particularly Fig. 12). The delivery portion of the tie dropper is inclinedin a vertical plane extending at a right angle to the track, and thisportion, as preferably conof the said bottom board 53, of an invertedV-shaped body portion 55 secured to the latter, and a drop bottom ordoor 56 connected to the adjacent edge of the bottom board 53 by a hinge57. The said parts 55 and 56 normally form a V-shaped trough into whichthe ties, one after another, will be delivered by the curved upperportion 51 of the tie dropper.

To the extreme lower end of the relatively fixed body section 55, atripping end plate 58 is connected by a hinge 59. A spring 60,preferably applied to the hinge 59, nor

mally holds the tripping end plate 58 against the lower end of the dropbottom 56, and the latter is normally held in its upturned 61 and a stoppin 62 on the said trlpping plate 58. The so-called drop bottom 56 willbe automatically thrown upward to its operative position by springs 63(see Fig. 12), and when it is thus thrown upward, it will engage the camlug 61 and automatically reengage therewith. The normal position of theparts just described is indicated by full lines in the drawings andattention is particularly called to Figs. 12 and 13. When a tie isdelivered into the inclined trough of the dropper, it will be held inthe inclined trough until its end strikes the tripping plate 58,whereupon the latter will be moved downward against the tension of thespring 63, approximately into the position indicated by dotted lines inFig. 13 and the tie will be dropped from the trough onto the roadbed. Itwill thus be seen that the automatically tripped trough of the tiedropper will be held in form until the tie has been delivered to thevery lower end thereof, whereupon the said trough will collapse or openup and drop the tie.

Usually, the train will be slowly moved while the ties are dropped oneafter another in number suificient to support a rail length and then thetrain will be temporarily stopped while the rails are being positionedand laid on the ties.

For taking the rails off from the rollers of the tramway frame 5 andproperly positioning the same on the ties, there is provided a crane ofnovel construction. This improved crane comprises a hollow mast 6 1which, at its lower end, is mounted on a bearing 65 on the front portionof the pioneer car with freedom for oscillatory move- 64 and isjournaled therein but held against It, therefore, follows that since thecable 81 is doubled in that portion which is passed over the sheave 76,the movements just described, to-wit, the movements of extending orcontracting the boom will neither raise nor lower a rail suspended bythe grapple 83, but will maintain the same at the same elevation underall adjustments of the said boom, unless, of course, at the same time,the cable 81 holding drum 84:. Otherwise stated, the rail lifting orlowering movements of the cable 81 imparted by manipulations of the drum8% and adjustments of the boom of the crane, whether at the same ordifferent times, do not, in any way, interfere with or change theelevation of the rail held in suspension by the crane.

The importance of making the boom of the crane extensible and ofcombining therewith the compensating device for preventing suchmovements from raising and lowering the rails, is thought to beapparent. It may, however, be further added that, by adjustments of theboom, rails may be moved endwise without moving the pioneer car andthereby brought with their ends abutting against previously laid railsregardless of the exact position of the pioneer car in respect to thelaid rails. Also, when the cable 81 has been once adjusted so as tosupport a rail in proper position to be butted against the laid rails,it would be very annoying and inconvenient if this vertical adjustmentshould be changed every time a rail was moved endwise by adjustments ofthe boom. These objectionable features obviously are eliminated by theimproved crane above described. 7

The shaft 74, which as already described operates the crane boom and thecompensating device thereof, is provided at its extreme rear end with afriction wheel 87 which extends opposite to the friction wheel 86 of theshaft 85. Said shaft 74 adjacent to its friction wheel 87 is j ournaledin a slid- .ing bearing 88, while the shaft 85 adjacent to its frictionwheel 86 is journaled in a similar sliding bearing 89. The slidingbearings 88 and 89 are connected by rods 90 and 91, respectively, tooperating levers 92 and 93 on the pioneer car 1 (see particularly Figs.7 and 8).

The shaft 20, which as described operates the Windlass drums 18, isprovided at its front end with a friction wheel 94 and adjacent to saidfriction wheel, it is journaled in a sliding bearing 95. The bearing 95is connected by a rod 96 to an operating lever 97 mounted on the pioneercar.

For coiiperation with the friction wheels 86, 87 and 94, transmissionmechanism, shown in detail in Figs. 6, 7 and 8, is provided. The enginedriven shaft 43 carries ments of the top of the mast longitudinally ofthe train. The upper end of the mast (see Fig. 3) is pivotally attachedto a bearing plate 65 on the upper end of the pedestal frame 16. Themast 64 is, therefore, also capable of oscillatory movements on itsvertical axis. Its boom is made up of telescopically extensible sections67 and 68, the former of which is rigidly secured to the mast- 64. Thefree end of the boom section 67 is connected to the top of the machineby one or more guy rods 69. The extensible mast section 68, at its freeend, is bifurcated and carries a cable guiding sheave 70. A shaft 71extends axially through the mast endwise movements in respect thereto.At its lower end, the shaft 71 is provided with. a bevel pinion 72 thatmeshes with a bevel gear 73 carried by the front end of a shaft 74mounted in suitable bearings on the pioneer car. The upper portion -ofthe shaft 71 is screw-threaded and has engagement with a follower 75that works within the mast and carries a slack compensating sheave 76.

A screw shaft 77 extends axially through the boom section 67, is heldagainst endwise movements in respect to the latter, and has threadedengagement with a nut block 78 formed on the inner end of the extensibleboom section 68. At its rear end the shaft 77 is provided with a bevelgear 79 that meshes with a bevel pinion 80 carried by the upright shaft71. A rail lifting cable 81 runs over the sheaves and 76 and under anintermediate sheave 82 mounted in suitable bearings on the inner endportion of the relatively fixed boom section 67. At its front end, thecable 81 is provided with a rail grapple 83 (see Fig. 3), and at itsrear end it is attached to and wound upon a Windlass drum 84 mounted insuitable hearings on the pioneer car and having a shaft 85 that extendslongitudinally of the same car and is provided at its rear end with afriction wheel 86 (see Figs. 5, 6 and 7). The bevel gear 79 is assumedto have twice the diameter of the coiiperating pinion 80 and the threadson the shafts 71 and 77 are assumed to be the same number per inch. Withthis arrangement, if the drum attached end of the rail lifting cable 51be held stationary ,and the screw shafts 71 and 77 rotated, theextensible boom section 68 will be moved either outward or inward,according to the direction of the rotation of the said shafts, and thefollower and its sheave 76 will be moved vertically at just one-half therate of speed of the movement of the said boom section 68. Also, thearrangement is such that when the boom 68 is moved outward, the saidsheave 76 will be lowered, and when the said boom 68 is moved inward,the sheave 76 will be raised.

be given movement from its 5 a spur pinion 98 that meshes with spurgears 99 and 100 carried, respectively, by countershafts 101 and 102ournaled in suitable hearings on the pioneer car. The countershaft 101carries friction wheels 103 and 104: and the countershaft 102 carriesfriction wheels 105 and 106. As is evident, the countershafts 101 and102 are, from the shaft 413, driven in reverse directions. Bymanipulations of the levers 92, the friction wheel 87 may be thrown intoengagement with either of the reversely driven friction wheels 103 105and thus the shaft 741 may be rotated in either direction at will, so asto cause the boom of the rail operating crane to be lengthened orshortened as desired. By manipulation of the lever 93, the frictionwheel 86 may be engaged at will with the friction wheel 105, so as tocontrol the movements of the rail lifting cable 81. By manipulations ofthe lever 97, the friction wheel 941 may be engaged at will with eitherof the reversely moving friction wheels 10a106, to thereby rotate theshaft 20 in either direction at will, so as to there by adjust theso-called pedestal frame 16 and, hence, the delivery ends of the tramwayframes 5 and 6 The vertical adjustments of the delivery ends of the saidtramway frames 5 and 6 are desirable in order to keep the same always atthe proper elevation even when the pioneer car is on rough or irregulartrack.

The manner in which the ties have been delivered onto the road bedtransversely of the track and ahead of the previously laid rails hasbeen fully described. The rails, as is obvious, will be delivered ontothe rollers of the extended tramway frame 5*, and from thence, the railsmay be quickly and easily picked up and properly positioned on the laidties by the use of the improved crane 6l67 and its lifting cable 81, thelatter of which is provided with a rail. grapple 83, already described,for engagement with the rails.

By reference, particularly to Fig. 3, it would seem that without movingthe pioneer car, the rail suspended by the cable of the crane may begiven considerable endwise movement such as necessary to cause the endthereof to abut against the end of a previously laid rail.

What we claim is:

1. The combination with a car, of posts applied to the sides thereof andprovided with outwardly extended vertically movable depending arms, oftramways detachably supported between the bodies and arms of said posts,substantially as described.

2. The combination with a car, of posts applied to the sides thereof andprovided with outwardly extended, vertically movable depending arms,block and tackle devices anchored to the upper portions of said posts,and tramways detachably supportedby said curved and inclined trough,having a hinged side movable to drop the block and tackle devices andnormally positioned between the body and the arms of said posts,substantially as described.

3. In an apparatus of the kind described, a pioneer car provided with atramway at one side thereof for the delivery of ties and having atramway extension extended upward from said tramway and in front of saidcar, and an automatic tie discharger in the form of an inclined curveddischarge trough, substantially as described.

4. The combination with a pioneer car having an extended tramway for thedelivery of ties, of an automatic tie discharger at the delivery end ofsaid tramway in the form of a curved and inclined trough.

5. The combination with a pioneer car having an extended tramway for thedelivcry of ties, of a tie discharger at the delivery end of saidtramwayin the form of a the said trough ties, substantially as described.

6. The combination with a pioneer car having an extended tramway for thedelivery of ties, of a tie discharger at the de livery end of saidtramway, in the form of a curved and inclined trough, the said troughhaving a hinged side, a lock for the latter and a trip for said lock,which trip is actu ated by the engagement therewith of the tie to bedropped.

7. The combination with a pioneer car having an extended tie deliverytramway, of a tie discharger receiving the ties from the said extendedtramway and comprising an inclined trough having a hinged tie droppingmember, a lock for the latter, and a trip for said lock, which trip isactuated by the engagement therewith of the tie to be dropped.

8. The combination with a pioneer car having an approximately horizontalrail delivery tramway, and an upwardly extended tie delivery tramway,which tramways project from the front end of said car, of an inclinedtie delivery trough receiving ties from said tie delivery tramway, forthe delivery of said ties on the road bed said trough havingtransversely inclined sides.

9. The combination with a pioneer car having an approximately horizontalrail delivery tramway, and an upwardly extended tie delivery tramway,which tramways project from the front end of said car, of an inclinedtie delivery trough receiving ties from saidtie delivery tramway, forthe delivery of said ties on the road bed, and means for adjustinglaterally the extended delivery end portions of said two tramways,substantially as described.

10. The combination with a pioneer-car having an approximatelyhorizontal rail delivery tramway, and an upwardly extended tie deliverytramway, which tramways project from the front end of said car, of anini said tie delivery clined tie delivery trough receiving ties fromtramway, for the delivery of said ties on the road bed, and means foradjusting vertically the delivery end portions of said two tramways.

11. The combination with a pioneer car having an approximatelyhorizontal rail delivery tramway, and an upwardly extended tie deliverytramway, which tramways project from the front end of said car, of aninclined tie delivery trough receiving ties from said tie deliverytramway, for the delivery of said ties on the road bed, and means foradjusting both vertically and laterally, I the delivery end portions ofsaid tramways.

12. The combination with a pioneer car having an approximatelyhorizontal rail delivery tramway,

and an upwardly extended tie delivery tramway, which tramwa-ys projectfrom the front end of said car, of an inclined tie delivery troughreceiving ties from said tie delivery tramway, for the delivery of saidties on the road bed, a tie frame connecting the delivery end portionsof said two tramways, and means for laterally adjusting the delivery endportions of the said two tramways.

In testimony whereof we attix our signatures in presence of twowitnesses.

JOHN H. WHITE. EDWARD N. BARTHELEMY.

Witnesses:

BERNICE Gr. VVHEELER, HARRY D. KJLGORE.

Copies of this patent may be obtained for five cents each, by addressingthe Washington, D. G.

Commissioner of Patents,

